TRANSACTIONS OF THE INSTITUTE OF AVIATION ISSN 0509-6669

No. 1(242), pp. 80-93, Warsaw 2016 eISSN 2300-5408

DOI: 10.5604/05096669.1202204

AERODYNAMIC DESIGN OF MODERN

GYROPLANE MAIN ROTORS

WIeczySaW StaleWSkI
Institute of aviation, al. krakowska 110/114, 02-256 Warsaw, Poland, Wienczyslaw.Stalewski@ilot.edu.pl

Abstract

Process of aerodynamic design and optimisation of main rotors intended for modern gyroplanes
has been presented. First stage of the process was focused on development of family of airfoils,
designed and optimised especially towards gyroplane applications. In next stage, based on developed
family of airfoils, two alternative gyroplane main rotors were designed. the main optimisation
criterion was to minimise aerodynamic drag of the rotor, for assumed flight velocity and lift force
generated by the rotor, balancing the weight of the gyroplane. the paper discusses the applied
methodology of design and optimisation as well as presents geometric and aerodynamics properties of
designed main rotors.
keywords: gyroplane, main rotor, rotor blade, airfoil, aerodynamic design and optimisation, Virtual
Blade Model.

1. INTRODUCTION

a gyroplane is a type of rotorcraft which uses an unpowered rotor operating in autorotation to

develop lift and an engine-powered propeller to provide thrust necessary to balance the gyroplane
drag force.
the pitch control of the gyroplane is conducted by tilting the rotor fore and aft while lateral tilting
of the rotor is used for the roll control. a gyroplane main rotor is designed in such a way, that during
the flight the air flowing around rotating blades generates aerodynamic reaction, which vertical
component balances the gyroplane weight, while the aerodynamic moment is able to drive the rotor
with necessary rotational speed.
typical gyroplane main rotors are characterised by simple design, especially in case of rotors of
light gyroplanes. they are usually two-bladed, teetering rotors. their blades have rectangular
planform, uniform spanwise distribution of airfoil and usually are not twisted. typical airfoils used
on gyroplane-main-rotor blades are Naca 8H12 or Naca 9H12. Usually, the gyroplane rotor has
fixed collective pitch of the blades and does not have a blade-cyclic-pitch control.
a natural question is: is it possible to significantly improve aerodynamic properties of gyroplane
main rotor through application of modern methods of computational design and optimisation? answer
to this question was one of the main objectives of the research described in this paper.
 aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 81

the presented study has been conducted within the project Modern Gyroplane Main Rotor
co-financed by the european Regional Development Fund. the main goals of the study were:
to investigate possibilities of improvement of performance-and-exploitation properties of light
gyroplane through aerodynamic modification and optimisation of its main rotor,
to assess the impact of various design parameters of the gyroplane main rotor on its aerodynamic
properties,
to design aerodynamically improved main rotors intended for light gyroplanes,
to deliver geometric and aerodynamic data necessary for gyroplane manufacturers to implement
new rotors.
the study has been conducted based on computational methods of aerodynamic analysis, design
and optimisation.

2. RESEARCH METHODOLOGY

the process of design and optimisation of main rotors intended for light gyroplanes has been
conducted within three main stages. the first stage was focused on design of family of airfoils
intended for gyroplane applications. the second stage concerned the design and optimisation rotor
blades, developed based on the newly designed family of airfoils. the third stage was focused on
aerodynamic design and optimisation of gyroplane main rotors. this stage included studies on optimal
strategy of blade-collective-pitch control as well as studies on optimal strategy of rotor-pitch-and-roll
control in various stages of the gyroplane flight.

2.1. Methodology of design of gyroplane-airfoil family

the design of airfoils intended for gyroplane-main-rotor blades has been conducted
simultaneously with rotor blades design. the new airfoils were designed so as to fulfil requirements
defined based on analysis of aerodynamic properties of subsequent variants of gyroplane main rotors.
the starting point for the airfoil design was the airfoil Naca 9H12M which was a slightly
modified version of the airfoil Naca 9H12 commonly used for design of gyroplane-rotor blades.
the optimisation of airfoils has been conducted using the following computational tools:
cODa4W in-house code supporting airfoil design,
INVDeS in-house code solving the Inverse-airfoil-Design problem, i.e. design of airfoil shape
based on assumed pressure distribution on airfoil surface,
aNSyS FlUeNt [1] commonly used Navier-Stokes-equation solver,
XFlR-5 [2] the code commonly used for aerodynamic analysis of airfoils, especially in low-
speed conditions.
During the design of new family of airfoils, their initial shapes were designed using the cODa4W
software. Next they were redesigned and smoothed aerodynamically by the solution of Inverse-
airfoil-Design problem, conducted using the INVDeS code. aerodynamic properties of subsequent
variants of airfoils were analysed using the XFlR-5 software. For selected airfoils, the databases of
aerodynamic characteristics (necessary for 3D cFD simulations) were built using the aNSyS
FlUeNt code. though evaluation and analysis of aerodynamic characteristics has been conducted
for both the natural and forced laminar-turbulent transition, all results presented in this paper concern
the fully turbulent flow around gyroplane-rotor-blade airfoils. Such type of air flow is expected to be
dominating in real conditions of gyroplane flight.
82 WIeczySaW StaleWSkI

2.2. Methodology of design and optimisation of gyroplane main rotor and its blades

the design and optimisation of the rotor and its blades have been conducted based on in-house
methodology of parametric design of aerodynamic objects, formerly developed and implemented in
Institute of aviation [3]. a parametric model of the designed rotor and blades has been developed
using the specialised, in-house software PaRaDeS [4]. the Graphical User Interface of this software
is presented in Fig. 1.

Fig. 1. Graphical User Interface of the software PaRaDeS, used to develop parametric
model of the rotor blade [aut., 2015]

In the presented study the developed general parametric model of the rotor blade consisted of set
of design parameters described in tab. 1. the process of optimal design of gyroplane rotor consisted
in successive changes of selected design parameters and analysis how these changes affect the
changes of aerodynamic characteristics of the rotor. In different stages of the design process, some
of design parameters listed in tab. 1 were frozen so as to obtain simplified parametric model of the
gyroplane rotor.

tab. 1. Set of Design Parameters used in developed general parametric

model of the rotor and blades

aerodynamic properties of subsequent variants of gyroplane main rotor were evaluated using
the aNSyS FlUeNt code and User-Defined-Function module Virtual Blade Model (VBM).
 aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 83

Generally, the VBM module is responsible for modelling flow effects caused by rotating blades.
In this approach real rotor is replaced by volume disc influencing the flow field similarly as real
rotating blades, which is shown in Fig. 2. time-averaged aerodynamic effects of rotating blades are
modelled using momentum source terms placed inside the volume-disc zones established in regions
of activity of real rotor. the intensities of momentum sources are evaluated based on the Blade
element theory, which associates local flow parameters around the blade sections with databases
of 2D-aerodynamic characteristics of airfoils cross-sections of the blade. typical computational
mesh used in such simulations is presented in Fig. 3. compared to the original version, the VBM
module used in presented research has been significantly modified and expanded by the author of the
paper. the most important modifications concerned:
solving the equations of blade flapping and coning,
modelling of rotorcraft flight in autorotation,
automatic control of rotor pitch so as to obtain required lift force generated by rotor for given
flight velocity.

Fig. 2. contours of static pressure around the rotor disc

modelling the real rotor in Virtual-Blade-Model approach
[aut., 2015]

Fig. 3. computational mesh used in cFD simulations

of flight o gyroplane main rotor, conducted using the
Virtual Blade Model and aNSyS FlUeNt solver
[aut., 2015]
84 WIeczySaW StaleWSkI

3. IMPROVEMENT OF AERODYNAMIC PROPERTIES OF GYROPLANE MAIN ROTOR

Research on improvement of performance and exploitation properties of gyroplane main rotor

focused on analysis of possibility of the modernisation of the rotor by:
design and application of modern family of airfoils developed specifically for gyroplane applications,
design of optimal as well as non-conventional blades of gyroplane main rotor,
optimisation of collective pitch of rotor blades,
optimisation of pitch-and-roll control of the rotor in various phases of gyroplane flight.

3.1. Design of airfoil family intended for gyroplane applications

First stage of airfoil design was focused on development of airfoils especially useful for the design
of typical rectangular, untwisted blades intended for gyroplane main rotor. the reference airfoil for the
design process was Naca 9H12M (Fig. 4) slightly modified version of airfoil Naca 9H12,
commonly used for design of gyroplane-rotor blades.

Fig. 4. Naca 9H12M the reference airfoil for the design of gyroplane-airfoil
family [aut., 2015]

the actual process of airfoil design was preceded by studies aimed at defining the adequate design
objectives and flow conditions typical in gyroplane-rotor flight. Results of these analyses are
presented in Fig. 5 - Fig. 7. the analyses led to the conclusions, that during fast flight of typical light
gyroplane:
the largest share in driving of the rotor has a retreating blade on which the 2D air flow around
blade cross-sections is characterised by the following conditions, described by the lift coefficient
(cl) and Mach number (M):

(1)

the largest share in generating a harmful torque of the rotor has an advancing blade on which the
2D air flow around blade cross-sections is characterised by the following conditions:

(2)

It was assumed that the airfoil-design process would aim at minimisation of airfoil drag
coefficient, in flow conditions (1) and (2).
aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 85

Fig. 5. Distribution of local lift coefficient (cl) generated by the blade cross-sections
on the rotor disc. the case of fast flight of gyroplane main rotor

Fig. 6. Distribution of local Mach number (M) corresponding to the blade cross-sections
on the rotor disc. the case of fast flight of gyroplane main rotor [aut., 2015]
86 WIeczySaW StaleWSkI

Fig. 7. Distribution of local torque coefficient (cQ) generated by the blade

cross-sections on the rotor disc. cQ > 0 corresponds to driving part of
the rotor disc; cQ < 0 corresponds to driven part of the rotor disc.
the case of fast flight of gyroplane main rotor [aut., 2015]

Using the methodology described in Paragraph 2.1, the following three modifications of the
reference airfoil Naca 9H12M were designed:
IlW-lt-12.0 of relative thickness 12% of airfoil chord,
IlW-lt-11.6 of relative thickness 11.6% of airfoil chord,
IlW-lt-11.0 of relative thickness 11% of airfoil chord.
Shapes of these airfoils are presented in Fig. 8. Selected aerodynamic characteristics of the
designed airfoils and the reference airfoil Naca 9H12M are compared in Fig. 9 and Fig. 10.

Fig. 8. New airfoils designed and optimised for gyroplane applications [aut., 2015]

analysing aerodynamic characteristics of newly designed airfoils, one may conclude that in
assumed flow conditions (1) and (2), these airfoils have preferably reduced drag coefficient in
comparison to the reference airfoil Naca 9H12M, which is favourable from point of view of
gyroplane applications.
 aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 87

When designing a variable-chord blade of gyroplane main rotor (described in next paragraphs) it
was necessary to design additional base airfoils, thinner than IlW-lt-11.0. to meet this requirement, the
following additional gyroplane airfoils have been designed and optimised:
IlW-lt-10.0 of relative thickness 10% of airfoil chord,
IlW-lt-09.0 of relative thickness 9% of airfoil chord.
the sub-family of gyroplane airfoils intended for the variable-chord blade is presented in Fig. 11.
Selected aerodynamic characteristics of these airfoils as well as the reference airfoil Naca 9H12M
are presented in Fig. 12 and Fig. 13. Similarly as in the previous case, one may conclude that in
assumed flow conditions (1) and (2), these airfoils are characterised by preferably reduced drag
coefficient in comparison to the reference airfoil Naca 9H12M.

Fig. 9. comparison of aerodynamic characteristics of airfoils Naca 9H12M, IlW-lt-12.0, IlW-lt-11.6

and IlW-lt-11.0 for flight conditions M = 0.3, Re = 1 500 000. Results of cFD calculations conducted
using the aNSyS FlUeNt code [aut., 2015]

Fig. 10. comparison of aerodynamic characteristics of airfoils Naca 9H12M, IlW-lt-12.0, IlW-lt-11.6
and IlW-lt-11.0 for flight conditions M = 0.5, Re = 2 600 000. Results of cFD calculations conducted
using the aNSyS FlUeNt code [aut., 2015]
88 WIeczySaW StaleWSkI

Fig. 11. Sub-family of airfoils designed for a variable-chord blade

of gyroplane main rotor [aut., 2015]

Fig. 12. comparison of aerodynamic characteristics of airfoils Naca 9H12M, IlW-lt-11.0, IlW-lt-10.0
and IlW-lt-09.0 for flight conditions M = 0.3, Re = 1 500 000. Results of cFD calculations conducted
using the aNSyS FlUeNt code [aut., 2015]

Fig. 13. comparison of aerodynamic characteristics of airfoils Naca 9H12M, IlW-lt-11.0, IlW-lt-10.0
and IlW-lt-09.0 for flight conditions M = 0.5, Re = 2 600 000. Results of cFD calculations conducted
using the aNSyS FlUeNt code [aut., 2015]
 aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 89

3.2. Design of gyroplane main rotor with rectagular blades

Blades of the first optimised rotor were to be made of aluminium alloy, which required the
application of uniform spanwise distribution of blade chord and airfoil, as well as the lack of
geometric twist of the blades. In this case, the process of design and optimisation of the blades
consisted in:
optimal choice of blade airfoil,
optimisation of blade dimensions,
optimisation of blade collective pitch.
concerning the selection of airfoil, three potential candidates were taken into consideration the airfoils:
IlW-lt-12.0, IlW-lt-11.6, IlW-lt-11.0. Fig. 14 compares lift-to-Drag ratio (l/D) versus blade
collective pitch (q0) for gyroplane main rotors equipped with rectangular blades built based on these
airfoils as well as based on the reference airfoil Naca 9H12M.

Fig. 14. lift-to-Drag ratio (l/D) versus blade collective pitch (q0) for
gyroplane main rotors equipped with rectangular blades built based
on airfoils: IlW-lt-12.0, IlW-lt-11.6, IlW-lt-11.0 and reference
airfoil Naca 9H12M. the case of fast flight of gyroplane main
rotor [aut., 2015]

Based on results presented in Fig. 14, the airfoil IlW-lt-11.0 was selected as base airfoil for the
rectangular, uniform blade of gyroplane main rotor. the rotor built based on this airfoil had the highest
aerodynamic efficiency. additionally, the reduced relative thickness of the airfoil IlW-lt-11.0 was
assessed as acceptable for the gyroplane blades. Finally, the dimensions of rectangular, uniform blade
built based on airfoil IlW-lt-11.0 were optimised. as a result of these activities, the rotor
IlW.11/11/11.D10.0 has been developed. the geometry of the blade of this rotor is presented in
Fig. 15. In fast flight of gyroplane, the optimum blade collective pitch for this rotor is 5 degrees.
Fig. 16 presents dependency of drag force acting on the rotor versus flight velocity, during the
flight of the gyroplane of total mass 600 kg. the presented computational results concern the
optimised rotor IlW.11/11/11.D10.0 and the reference rotor Naca9H12M/D9.4/c0.2 having:
9.4 m diameter, 0.2 m chord of rectangular blades and uniform spanwise distribution of blade airfoil
Naca 9H12M. Based on conducted cFD simulations it may be concluded, that for the flight speed
160 km/h and gyroplane total mass 600 kg, the newly designed rotor IlW.11/11/11.D10.0 is
characterised by 7.5% reduction in drag force, relative to the reference rotor.
90 WIeczySaW StaleWSkI

Good performance-and-exploitation properties of the rotor IlW.11/11/11.D10.0 have been proven

during conducted flight tests [5], where two alternative main rotors was mounted and tested on the
same gyroplane. the first rotor was the newly designed IlW.11/11/11.D10.0 and the second, reference
rotor, had blades having the same planform but another base airfoil: Naca 9H12M. During the flight
tests the following phenomena have been noticed:
gyroplane equipped with the rotor IlW.11/11/11.D10.0 reached a higher by 20 km/h (10%)
maximum flight speed in comparison to the gyroplane equipped with the reference rotor,
during a flight with constant speed 100 km/h, the rotor IlW.11/11/11.D10.0 was rotating slower
by approximately 16 rpm than the reference rotor,
during the majority of flights, the time of take-off of gyroplane with rotor IlW.11/11/11.D10.0 was
shorter by approximately 10 sec compared to the gyroplane with the reference rotor,
in case of the rotor IlW.11/11/11.D10.0, the application of slightly thinner blades (due to application of
thinner airfoil) did not affect much on overloads and deformations of the blades.

Fig. 15. Geometry of the designed rectangular, uniform blade of the rotor IlW.11/11/11.D10.0 [aut., 2015]

Fig. 16. total drag force acting on the rotor versus flight velocity, during the flight
of the gyroplane of total mass 600 kg. comparison of computational results for
reference rotor Naca9H12M/D9.4/c0.2 and newly designed rotor
IlW.11/11/11.D10.0 [aut., 2015]

3.3. Design of gyroplane main rotor with variable-chord blades

In the case of the second designed gyroplane main rotor, its blades were to be made in the
composite technology. this allowed significantly expand the scope of design parameters of the rotor
blades. In particular, the parametric model of the blade allowed taking into consideration changeable
along the blade span:
airfoils (i.e. relative thickness of the blade),
 aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 91

blade local chord,

blade geometric twist.
In this case the design process consisted in searching for optimal values of design parameters
describing the above geometric properties of the blade. as a result of this process, the rotor
IlW.11/10/09.D10.0 was developed. the geometry of the blade of this rotor is presented in Fig. 17.
the blade is built based on airfoils IlW-lt-11.0, IlW-lt-10.0 and IlW-lt-09.0 and it is distinguished
by an unconventional planform, with maximum chord placed at 80% of the rotor radius. the blade
is not twisted. In fast flight of gyroplane, the optimum blade collective pitch for the rotor
IlW.11/10/09.D10.0 is 5 degrees.

Fig. 17. Geometry of the variable-chord blade of the rotor IlW.11/10/09.D10.0 [aut., 2015]

Fig. 18 presents dependency of drag force acting on the rotor versus flight velocity, during the
flight of the gyroplane of total mass 600 kg. the presented computational results concern the
optimised rotors IlW.11/11/11.D10.0 and IlW.11/11/11.D10.0 as well as the reference rotor
Naca9H12M/D9.4/c0.2. Based on presented results it may be concluded that for the flight speed
160 km/h and gyroplane total mass 600 kg, the newly designed rotor IlW.11/10/09.D10.0 is
characterised by 13.8% reduction in drag force, relative to the reference rotor.

Fig. 18. total drag force acting on the rotor versus flight velocity, during the flight of
the gyroplane of total mass 600 kg. comparison of computational results for
reference rotor Naca9H12M/D9.4/c0.2 and newly designed and optimised
rotors IlW.11/11/11.D10.0 and IlW.11/10/09.D10.0 [aut., 2015]

4. SUMMARY AND CONCLUSIONS

two alternative modern main rotors intended for light gyroplanes have been developed,
utilising the methods of computer aided Design and Optimisation and methods of computational
92 WIeczySaW StaleWSkI

Fluid Dynamics. Blades of both developed rotors have been built based on specially designed and
optimised family of gyroplane airfoils.
the blades of the first designed rotor were to be made of aluminium alloy which limited the
design process to selection of blade airfoil and to definition of optimal dimensions of the blades.
In fast flight of the gyroplane, for assumed total mass of the gyroplane 600 kg, the designed rotor
IlW.11/11/11.D10.0 is characterised by a 7.5% reduction in drag force, compared to the reference
rotor of blades built based on airfoil Naca 9H12M. Good performance-and-exploitation properties
of the rotor IlW.11/11/11.D10.0 have been proven during flight tests, where the newly designed rotor
had have the maximum flight speed by 20 km/h (10%) higher and take-off time by 10 sec shorter
than the reference rotor of blades built based on airfoil Naca 9H12M.
the blades of the second designed rotor were to be made in composite technology. this allowed
building the blades of variable chord and relative thickness along a blade span. compared to the
reference rotor, the newly designed variable-chord-blade rotor IlW.11/10/09.D10.0 is characterised
by 13.8% reduction in drag force, in fast flight of the gyroplane of total mass 600 kg. Flight tests of
the rotor IlW.11/10/09.D10.0 are starting soon.
the presented results of the research have confirmed that traditional design of light-gyroplane
main rotor may be significantly improved from point of view of gyroplane performance and
exploitation properties. the improvement may be achieved by means of re-designing of rotor blades,
especially through the design and optimisation of the blade planform as well as through application
of specialised gyroplane-blade airfoils.

SYMBOLS

D drag force generated by the rotor

cD drag coefficient
cl lift coefficient
cQ local torque coefficient
l lift force generated by the rotor
M Mach number
Re Reynolds number
V flight velocity
q0 collective pitch of rotor blades

REFERENCES

[1] aNSyS Inc, 2012,. aNSyS FlUeNt User's Guide. Release 14.5, http://www.ansys.com.
[2] Drela, M., youngren, H., Scherrer, M., Deperrois, a., 2012, XFlR-5, http://www.xflr5.com/xflr5.htm.
[3] Stalewski, W., tak, J., 2012, Optimisation of the Helicopter Fuselage with Simulation of
Main and tail Rotor Influence, Proceedings of the 28th ICAS Congress of the International
Council of the Aeronautical Sciences, IcaS, Brisbane, australia.
[4] Stalewski, W., 2012, Parametric Modelling of aerodynamic Objects the key to Successful
Design and Optimisation, aerotecnica Missili e Spazio. Italian association of aeronautics and
astronautics (aIDaa), 1/2(91).
[5] Pietrosiski, M., 2015, Wpyw geometrii profilu lotniczego opaty wirnika gwnego na osigi
wiatrakowca, Prace Instytutu lotnictwa, 4(241), s. 62-72.
 aeRODyNaMIc DeSIGN OF MODeRN GyROPlaNe MaIN ROtORS 93

PROJEKTOWANIE AERODYNAMICZNE NOWOCZESNYCH

WIRNIKW AUTOROTACYJNYCH
Streszczenie

Przedstawiono proces aerodynamicznego projektowania i optymalizacji nowoczesnych wirnikw

autorotacyjnych. Pierwszy etap prac dotyczy opracowanie rodziny profili lotniczych
zaprojektowanych i zoptymalizowanych specjalnie pod kontem zastosowania ich na opatach wirnika
nonego wiatrakowca. W kolejnym etapie, w oparciu o opracowan rodzin profili, zaprojektowano
i zoptymalizowano dwa alternatywne wirniki none. Gwnym kryterium optymalizacji byo
zminimalizowanie oporu aerodynamicznego wirnika, dla zakadanej prdkoci lotu i siy nonej
generowanej przez wirnik, rwnowacej ciar wiatrakowca. Omwiono zastosowan metodyk
projektowania i optymalizacji konstrukcji lotniczych, jak rwnie przedstawiono geometryczne
i aerodynamiczne wasnoci zaprojektowanych wirnikw nonych.
Sowa kluczowe: wiatrakowiec, wirnik nony, opata wirnika, profil lotniczy, aerodynamiczne
projektowanie i optymalizacja, Virtual Blade Model.

the research leading to these results was co-financed by the european Regional Development Fund
under the Operational Programme Innovative economy 2007-2013, within the project Modern Gyroplane
Main Rotor.